Unemployment runs rampant with new technology

Unemployment Runs Rampant with New Technology

Flight Management Systems

By Jim Sparks

November 1999

Back in the beginning, there was man and machine. Little else was needed as aviators of the day need only stay in sight of the ground to provide themselves with navigation queues.

Early on, a well-equipped aircraft had an altimeter, compass, airspeed indicator, and maybe several engine indicators. Fuel quantity was not a problem — when the engine would start to sputter, the pilot could find a farmers field or an unoccupied roadway. Then, after landing, most passersby would volunteer fuel or at least supply the flier with a lift to the nearest service station, (providing the aviator would discuss his feats of aerobatics and barnstorming), and perhaps supply the awestruck deliverer of fuel with a much sought after ride in an amazing flying machine. It soon became apparent that aviation had some commercial value, so the development of aircraft for the purpose of hauling not only people but also cargo was soon realized.

Of course, with that came equipment to combat the obstacles that blinded the flier from his visual means of navigating. Gyro systems were being employed to reflect attitude and heading, and radio navigation systems were being developed so a properly equipped aircraft could fly day or night and even in some types of foul weather conditions. The need rapidly arose for aircraft to fly faster and farther with larger payloads and with the ability to safely conduct the flight in all but the worst weather conditions.

Airliners that precluded the jet age were equipped with a crew of specialists that mirrored the maritime industry. The pilot assumed the rank of Captain and was in charge of the aircraft. The First Officer was second in command and would make the decisions in the Captain's absence. In addition to decision making, it was the responsibility of these two to fly the aircraft. Most large four engine aircraft of the day would carry a systems specialist called the Flight Engineer. It would be his responsibility to monitor the engines and make the needed adjustments. He could also be called upon to provide the Captain with information regarding fuel burn and remaining fuel as well as observe other aircraft systems to insure proper operation.

A Load Master was another important member of the team. It was the responsibility of this person to insure the proper loading of fuel and cargo and then calculate the weight and balance, as this would have to be factored into published charts to determine runway length and flap settings. The Navigator was also considered essential on most long haul flights as radio navigation equipment of the day was not in place or its operation was intermittent. Practicing the science of celestial navigation, or by plotting times and distances to radio stations, the navigator could supply the captain with an accurate position as well as information on time to destination.

Communications were routinely handled by the Communications Officer. It was his job to have all required ground station frequencies for the departure airport as well as enroute contacts and the arrival airport. This crewmember would also possess any specially designated company frequencies and codes that could be used to communicate with headquarters or with other airborne company aircraft. All frequency selections would be controlled by this person as well as the directing of the ground to air calls to the appropriate crewmember.

Advancements in avionics technology soon displaced the likes of the communications office, navigator, load master, and even the flight engineer. Newer flight decks presented information to the pilot and copilot using methods that did not require constant monitoring. The forward progress in the development of auto pilot systems soon gave the pilot and copilot a dramatic reduction in workload. Even new electronic radio navigation systems provided a very precise position, and could even be coupled into the autopilot, enabling the crew to automatically fly from one radio beacon transmitter to another or to obtain an accurate position fix from an inertial navigation system. Doppler radar was even being used to map terrain and spot specific geographic targets.